Shock-absorbing mechanism for railway-cars.



E. H. SCHMIDT.

SHOCK ABSORBING MECHANISM FOR RMLWAY CARS.

APPLICATION HLED FEB. 2. 1915.

1 $2,805 Patented June 1917.

2 SHEETSSHEET I.

E. H. SCHMIDT.

SHOCK ABSORBING MECHANISM FOR RAILWAYCARS.

APPLICATION FILED FEB2,1915

Patented June 5, 191?.

2 SHEETS-SHEETZ.

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ERNEST H. SCHMIDT, OF CLEVELAND, OHIO, ASSIGNOR TO THE NATIONAL MALLEAIBLE CASTINGS COMEANY, 0F CLEVELAND, OHIO, A CGRPORATION OF OHIO.

SHOCK-ABSORBING MECHANISM FOR RAILWAY-CARS.

Application filed February 2, 1915. Serial No. 5,603.

To all whom it may concern:

Be it known that I, Ennns'r H. SCHMIDT, a citizen of the United States, residing at Cleveland, (luyahoga county, Ohio, have invented new and useful Improvements in Shock-Absorbing Mechanism for Railway- Cars, of which the following is a specification, reference bein had to the accompanying drawings, in w fiich Figure 1 is a plan, partly in section, showing an embodiment of my invention applied to the under-framing of a car; Fig. 2 is a section on lines II-II of Fig. 1; Fig. 3 is a perspective of the central member, and

extending circumferentially and radially' disposed webs 3, between each adjacent pair of which is mounted a friction shoe 4, which is helddn position by a pair of wedges 5 and 6, faces of which engage corresponding faces on each friction shoe. The included member 2 has an enlargement or base 7 at its rear end to form a bearing against the draft sill stops, as well as providing a bearing for a spring Sand for a plurality of longitudinally-extending spacing or compression stops 9. The stops 9, which are for the purpose of taking up strains at the end of the compressive movement of the' gear, are preferably of I-scction, and their ends seat between the flanges 10 and 11 of the outer wedge 5 and the base 7 respectively.

Patented June 5, 1917.

The length of the stops is so proportioned that their ends will strike the base 7 and the wedge 5 just before the spring 8 goes solid. The stops are free to move longitudinally when the rigging is in normal position, and are held from transverse movement by the draft sills. I

The terms and expressions which I have employed are used as terms of description and not of limitation, and I have no intention, in the use of such terms and expres sions, of excluding any equivalents of the features shown and described, or portions thereof, but recognize that various struc tural modifications are possible within the scope of the invention claimed.

What I claim is:

1. In frictional shock absorbing mecha nism, a central friction member having a plurality of friction faces, a plurality of friction shoes engaging said friction faces, a Wedge adapted to compress the friction shoes against the friction faces on the central member, a compression spring, the central friction member having a base portion, and longitudinally-extending stops formed separately from the base portion and the wedge and seating in recesses thereof, the said stops engaging said base portion and said wedge, to limit the compression of the device.

2. In frictional shock absorbing mechanism, a friction member having a plurality of outwardly-radiating arms forming with each other reentrant angles, a plurality of friction shoes, each seating in a reentrant angle, an integral wedge engaging said shoes, ,and a plurality of floating stops engaging a wedge and a portion of the friction member to limit the compression of the device.

' ERNEST n. SCHMIDT.

Witnesses:

HARRY E. ORR, HUBnR'r L. Srnncn. 

